Combustion chamber with side air entrance and hollow ignition cone



M. A. MAYERS I COMBUSTION CHAMBER WITH SIDE AIR Nov. 14, 1950 2,530,019

, ENTRANCE AND HOLLOW-IGNITION CONE 3 Sheets-Sheet 1 Filed Nov. 11, 1944 INVENTOR. 71cm a M ya/q BY b/Law NESSES. 1

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M HTTORNEKS.

Nov. 14, 1950 M. A. MAYERS 2,530,019

COMBUSTION CHAMBER WITH SIDE AIR ENTRANCE AND HOLLOW-IGNITION CONE 3 Sheets-Sheet 2 Filed Nov. 11, 1944 I I I INVENTbR.

4 HTTOR/VEYS.

Nov. 14, 1950 M. A. MAYERS COMBUSTION CHAMBER WITH SIDE AIR ENTRANCE AND HOLLOW-IGNITION CONE 3 Sheets-Sheet 3 Filed Nov.

Patented Nov. 14, 1950 COMBUSTION CHAMBER WITH SIDE AIR EN- TRAN CE AND HOLLOW IGNITION CONE Martin A. Mayer's, Pittsburgh, Pa., assiznor to Elliott Company, Jeannette, Pa.', a corporation of Pennsylvania Application November 11, 1944, Serial No. 563,052

14 Claims.

This invention relates to continuous. combustion chambers.

In continuous combustion gas turbine systems, where the eillciency of every element must be as great as possible in order to make the systems practicable, it is important to have highly efficient means for producing the hot gases that operate the turbines. As is well known, the general practice is to pass compressed air through a combustion chamber in which it is heated by the continuous combustion of fuel mixed with it. Some of the air is used to supply the oxygen necessary for combustion of the fuel, and the products of combustion are then mixed with the rest of the air to drive the turbines. In conventional combustion chambers the air is separated into two streams, a combustion stream and a cooling stream, and the mixing of the combustion stream with the other air stream occurs only after combustion has been completed. The mixing of the two streams requires a pressure drop. Obtaining of .the' desired high temperatures without overheating the wall of the combustion chamber presents a problem, because very hot gases are on one side of that wall. Moreover, the combustion chamber has had to be quite long heretofore. It also has been difficult to regulate the burner to produce eflicient combustion, and therefore overall efficiency, at part load performance.

It is among the objects ofprovide a. continuously operated combustion apparatus which is highly efficient at different loads, which involves minimum pressure drop, which is easy to control, which produces the de sired high temperatures, which does not require this invention to 2 an injector projecting into the cone. Fuel is injected into this air either continuously or intermittently at a frequency high enough to support continuous combustion at all loads, so that a portion of the fuel forms a pilot flame that insures ignition of the fuel at the point where it enters the cone. The burning mixture issuing from the cone enters the casing. At is does so,

' the stream of air entering the casing passes dia long combustion chamber. and which keeps the combustion chamber walls from overheating. Other objects are to provide a continuous combustion chamber in which the walls do not become overheated, in which efficient combustion takes place at various loads, in which there is a minimum pressure drop, which is short, and which can be readily taken apart for inspection facing forward and projecting only slightly into the incoming air stream. The side wall of'the cone is provided with openings for admitting some air to the inside of the cone where it is directed toward the back wall of the cone around rectly across the outlet of the ignition cone and on across to the opposite side of the casing where it divides and then sweeps back along the inner surface of the casing to form vortices on opposite sides of the air stream. This assures progressive, eificient mixing of the fuel and air in such a way as to insure complete, smokeless combustion. As a considerably larger volume of air is delivered to the casing than is required for combustion of the fuel, the excess air flowing against the inner surface of the casing keeps its wall from overheating. When intermittent igenition is used, the number of fuel injections per minute is maintained substantially constant, and the burner is controlled by varying the duration of each injection. By this means, the instantaneous rate of flow of the oil remains constant, so its atomization remains constant at all loads, thereby avoiding poor atomization at part load which results in inefficient combustion.

The invention is illustrated in the accompanying drawings in which Fig. 1 is a side view of the combustion chamber with an air compressor and fuel supplying members connected to-'it; Fig. 2 is an enlarged perspective view of one of the fuel pump cylinders, showing how it is controlled; Fig. 3 is a diagram illustrating the intermittent fuel supply; Fig. 4 is an enlarged longitudinal section through the combustion chamber; Fig. 5 is a transverse section of the chamber taken on the line V-V of Fig. 4; and Fig. 6 is a plan view of the ignition cone.

Referring to the drawings, especially Fig. 4, the outer shell or casing I of a combustion chamber is preferably substantially cylindrical for most of its length, although its front end may be tapered to form a conical portion. Rigidly connected to the rearend of the casing is a ring 2 provided in its rear surface with a plurality of circumferentially spaced threaded openings 3. Another ring 4 is clamped against the first ring, with sealing members 5 between, by means of studs 6. This secondflring supports the front end of a rearwardly tapered cap 1 at the back of the casing. The back wall of this cap is provided with an opening in which the rear end of a short pipe 8 is rigidly mounted. The front end of this pipe is connected to and adjustably supports the rear end of a tubular member 9 I integral with the back wall of an ignition cone ID that extends forward into the casing. The pipe 8 is encircled by the rear end of another conical member 'II which is the back of the combustion chamber and which encircles most of the ignition cone in engagement with circumferentially spaced lugs I2 integral with the cone for spacing it centrally from the casing. The conical member II is welded to and supported by the front end of a short cylinder IS the rear end of which is secured in the front portion of cap I. The cap, conical member, and tubular member 9 are all provided with two sets of oppositely disposed aligned openings through which the burners or injector nomles II project into the back of the ignition cone. It will be seen that if the outer ring 4 is disconnected from the inner one and'moved back, all of the members referred to thusfar, with the exception of ring 2, willbe removed as a unit from the casing and can' readily be inspected or repaired.

Encircling the front portion of cylinder I3, and extending forward through the casing to a point close to its front end, is a cylindrical inner shell or liner it that forms the wall of the combustion chamber proper. The liner is concentric with the casing from which it is spaced to form a cylindrical chamber which may be filled with insulation I1. The liner keeps the flame from striking the insulation, and also prevents material which maybreak or rub off from the insulation from entering the gas stream. The outer casing is kept relatively cool and it therefore serves as a strength member that absorbs the loads impressed on it. By varying the thickness of insulation I1, expansion of the piping system connected with the combustion chamber can be compensated. The liner and casing are provided at one side, such as at the bottom, near the burner with aligned openings through which the air enters. Extending away from this casing opening is a conduit 18 connected to the outlet of an air compressor 20 (Fig. 1). Supported in this conduit, in a manner to be described later, is a short liner l8 the inner end of which is provided. with a flange 2| that overlaps the side opening in liner I3 but does not touch the latter when it is cold, whereby to allow for radialexpansion of liner l6. Insulation, not shown, is disposed between liner i8 and the surrounding conduit I9.

In order to support liner IS in casing l in such a manner that the liner can expand, when heated by the burner, without moving its axis laterally relative to the axis of the casing, the rear or burner end of the liner is supported in the easing by a plurality of flexible bars 22 that are symmetrically, disposed non-radially of the liner, preferably substantially tangentially asshown in Fig. 5. Although the inner ends of these bars may be secured directly to the liner, it ispreferred toconnect them to it through the medium of a ring 23 to which they and the liner are welded. The outer ends of these bars are secured to the inner surface of the casing. When the liner becomes hot and expands, the inner ends of bars 22 swing outwardly and permit it to expand uniformly in-all directions from the common axis of the liner and casing. Expansion of the bars merely rotates the liner on its axis. Consequently, the center of the liner does not move laterally, and the liner stays concentric with the casing.

the same general manner as the rear end of the liner, but to allow for its longitudinal as well as radial expansion, the inner ends of these bars are not connected directly to the ring. Instead, each bar is secured to the rear end of a flexible U-shape metal bar 29 disposed substantially radially of the liner with its front end welded to ring 28. Bars 2'! permit radial expansion of the liner to take place without shifting the position of its center, while longitudinal expansion and contraction of the liner is unrestrained because the U-shape bars 29 will open and close to allow for it.

Forming an extension of the front end of liner I6 is a thin sealing ring 30, as shown in Fig. 4, the front portion of which is provided with a plurality of circumferentially spaced slots 3| extending rearwardly to form short spaced segments. Thefront edges of these segments engage the conical front endof the casing. When the liner expands, the ring segments are moved forward in the casing and are bent inwardly by it without interfering with expansion of the liner.

The upper end portion of the compressed air conduit liner I8 is supported in conduit IS in the same manner that the rear end of liner I6 is supported; that is, by at least three flexible bars 32 symmetrically disposed more or less tangentially of a ring 33 to which their inner ends are welded. The outer ends of these bars are welded to the surrounding conduit.

Although fuel, such as oil, gas or powdered coal, may be supplied to the burners continuously, a

. feature of this invention is that oil may be supplied to them intermittently in separate pulses at such a high frequency that a continuous flame isproduced, nevertheless. This manner of supplying the fuel makes it possible to regulate the burner for various loads without sacrificing its efiiciency, as willbe explainedlaten. Referring againto Fig. 1, each of the two injectors i4 is connected by a tube 35 to the outlet of a header 31. The opposite end of this device is connected by a plurality of tubes 38 to the outlets of the several cylinders of a conventional Diesel injection pump 39 driven by an electric motor 4|. There is a separate header and pump for each injector so that one injector can be operated even though the other has to be shut 01f temporarily. The Diesel injection pump is well known and need not be described further now except to point out that each of its cylinders is successively connected with the inlet pipe 42 which receives oil from a suitable source of supply; Each pump outlet :is therefore connected in-turn, through a header 31, with the injector nozzle I connected to that header. I o

The pump is driven fast enough to provide enough fuel injections per minute to sustain substantially continuous combustion even when the I is operating at maximum or minimum capacity.

Thus, the pressure at the atomizing nozzle of the injector, which depends on the square of the flow rate, remains constant in spite of variations in the average rate of oil flow to the nozzle. The atomization of the oil, which depends on the instantaneous pressure at the nozzle, therefore remains constant at all loads, whereby poor atomization and i-nefiicient combustion at part load are avoided. If, instead of using this method of burning the fuel, the fuel were supplied to the combustion chamber continuously and regulation were effected in more conventional ways, adequate atomization of the fuel would be obtained in some range of operating rate, but not as wide a range of operating rates could be covered as in the method of fuel injection preferred herein.

Fig. 3 is a diagram illustrating several successive injections of fuel. The upper horizontal solid lines indicate the maximum duration of each injection, while the shorter portions of those lines, indicated by the letter B, show shorter injection periods for part load performance. Nevertheless, it will be observed that the number of injections remain unchanged, because the periods C between injections are lengthened by a corresponding amount, so the instantaneous rate of flow is the same in all cases. A frequency of injections of 9600 per minute gives quite satisfactory operation. A somewhat lower frequency can be used, however, especially if the combustion chamber is not required to go to extremely low loads.

One way of effecting the change in the duration of the injection is illustrated in Fig. 2. Thus, each pump cylinder 45 is provided with an oil inlet 46 and a by-pass 41, as well as an outlet in its upper end. A spring-pressed delivery valve 48 normally closes this outlet to tube 38. A plunger 49 is reciprocated in the cylinder by means of motor 4|. The plunger is provided with a slot 5| extending downwardly from its upper end to a'recess 52 in the side of the plunger. This recess encircles the plunger and has a helical upper wall. Slot 5| never communicates with inlet 46. As soon as the top of the plunger, during its downward stroke, opens the inlet and by-pass, oil flows into the cylinder. On its upward stroke, this oil is placed under pressure as soon as the plunger closes the inlet and by-pass, and delivery valve 48 is therefore forced off its seat so that the oil is delivered through tube 38 to the injector. Delivery of oil ceases as soon as the upper wall of recess 52 passes the by-pass, because at that instant the oil above the plunger is placed in communication with the by-pass, by way of slot 5| and recess 52.

In order to vary the moment at which fuel delivery ceases, so as to control the quantity of oil delivered per stroke of the plunger, the plunger is turned in the cylinder. This is done by means of a'sleeve 53 rotatably mounted on the cylinder below which it projects. The lower end of this sleeve is provided with a pair of longitudinal slots 54 in which a cross bar 56 on the lower end of the plunger slides up and down. The top of the sleeve is provided with gear teeth 5'! that mesh with a rack bar 58 which may be moved manually, or automatically by a governor. When the rack bar is shifted it turns the sleeve and thereby turns the plunger in the cylinder. The drawing shows the plunger in its maximum delivery position. If it is turned counterclockwise any given amount, the top wall of recess 52 will reach the by-pass sooner on the up stroke. This will stop the delivery of oil above the plunger and thereby result in delivery of a smaller quantity of oil per stroke.

As the fuel issues from the injectors, some of it burns in the ignition cone I0 where it may be ignited initially by means of an electric igniter (not shown), or any other suitable means. The ignition cone has a substantially cylindrical rear portion and a flaring front portion. The front end of the cylindrical portion is provided with a plurality of circumferentially spaced air inlets 60 that are encircled by a forwardly flaring wall 6| integral with...the cone directly behind them. Part of this wall is substantially parallel with the flaring front portion of the cone but is spaced therefrom, while-the front of this wall is turned radially outward. To allow for expansion of the cone its flaring portion is divided into a plurality of segments by slots 62 which extend forward from the center of each of the air inlets. However, the cone is cooled to some extent by the air from the compressor. Tubular member 9 at the back of the cone is provided with upper and lower openings 63 to admit a small volume of air that cools the injector tips.

As shown in Fig. 4, the flaring front end of the cone projects a very short way across the air inlet in the bottom of the combustion chamber to deflect a small portion of the incoming air rearwardly and through air inlets 60 from which it is directed rearwardly toward the back wall of the cone. The air then turns outwardly and forms a vortex ring in the back of the cone around the injectors. This vortex entraps some of the fuel issuing from the injectors to form a combustible mixture encircling the injectors. This mixture burns continuously and forms a pilot flame that ignites each jet of fuel as it leaves the injectors, thereby keeping a continuous short flame in the cone and combustion chamber.

If it were not for this type of ignition cone, the successive jets of fuel rapidly shooting forward in the combustion chamber would tend to blow the flame away from the cone so that each jet would be ignited by the preceding jet at the front end of the chamber. ,The flame would then flash back along the jet and cause an objectionable explosion in the combustion chamber. Furthermore, that would produce a long flame and inefficient combustion, while in a gas turbine arrangement short combustion chambers are desirable.

Insuflicient air enters cone inlets B0 and 63 to produce complete combustion of the fuel, so the burning continues in front of the ignition cone where the ignited fuel mixes with the stream of air flowing into the combustion chamber. According to this invention practically all of the stream of air entering the combustion chamber through conduit 19 is purposely passed directly across the chamber in front of the ignition cone, striking the wall 16, and then dividing and flowing outwardly in opposite directions and downwardly along that wall. The divided stream forms a vortex on each side of the incoming air stream and in the cores of these vortices the mixture of fuel and air issuing from the cone burns intensely and completely. The air flowing into the outer filaments of the vortices does not take part in the combustion, however, so that its flow over the combustion chamber walls cools them. The vortices persist throughout the,

length of the chamber beyond the plane of the air inlet, and the cool air of the outer filaments gradually mixes with the hot burned gas of the vortex cores, insuring complete mixing of the streams without the assistance of guiding walls. This manner of directing the air flow eliminates the need for high velocities, and produces efllcient 7 combustion and complete mixing with only a minimum pressure drop.

The combustion chamber disclosed herein is essentially an elbow combustion chamber that involves no major separation of the air stream into a combustion stream and a cooling stream. There is no guide wall inside the chamber to divide. the air stream and increase the pressure drop. On the contrary, the chamber in line with the air inlet is practically unobstructed so that the air stream can flow entirely across it and through the fuel issuing from the ignition cone. Only aslight amount of air is deflected by the cone, and that air is caused to flow toward the rear of the combustion chamber, contrary to conventional practice.

According to the provisions of the patent statutes, I have explained the principle and construction of my invention and have illustrated and described what I now consider to represent its best, embodiment. However, I'desire to have itunderstood that, within the scope of the appended claims, the invention may be practiced otherwise than as specifically illustrated and described. 7 g

near its rear end with a lateral air inlet and at its front end outlet for hot gases, a rearwardl tapered 'hollow'ignition cone disposed at" the an end of said casing. andhaving a back wallprovided with an' opening; the front end of the cone projecting only partway across said airinlet to leave an unobstructed space in front of the cone extending entirely across the casing from the air inlet so that air can flow from said air inlet diametrically across the casing to the opposite side thereof, means for delivering high velocity air to said inlet so that it will flow in a stream across-the front of said cone and dia metrically across the'casing to the opposite side thereof where it will divide and flow back along the inner side of the casing and forma vortex on each side of said'stream, and a fuel injector nozzle extending through the back wall opening of the ignition cone, said cone being provided in its.

side wallwith air inlets formed to direct air rearwardly toward its back wall, whereby to support.

continuous combustion around said injector nozzle for ignitionin the back of-the cone of the fuel discharged from the nozzle.

1 2. A continuous combustion chamber comprising a casing provided near its rear end with an air inlet and at its front end with an outlet for hotgases, a rearwardly taperedhollow ignition cone provided'fn its wall with a cooling air inlet means connected to said member for'supporting said cone, and an intermittent fuel oil injector extending through the side of the tubular member and through the back wall of the cone, said cone being provided in its side wall with air inlets formed to direct air toward its back wall, whereby to support continuous combustion around said injector for igniting in tl e back of the cone each jet ofoil discharged from said injector.

4. A continuous combustion chamber comprising a casing provided near its rear end with an air inlet and at its front end with an outlet for hotgases, a hollow ignition cone disposed at the rear end of said casing and having a substantially cylindrical rear portion and a flaring front portion, said cone having'a-back wall provided with an opening, and a. fuel oil injector extending through said opening through the back wall of the cone, said cone beingprovided at the front of said cylindrical portion with air inlets formed to direct air rearwardly toward its back wall, whereby to support continuous combustion around saiddnjector for. igniting in the back of the cone each jet of oil discharged from said injector,

5. A continuous combustion chamber comprising asubstantially cylindrical casing open at its front end and provided with a lateral inlet through which a stream of air is adapted to flow diametrically across the casing to the opposite side thereof. a hollow ignition cone disposed at disposed at the rear end ofsaid casing and-having a back wall provided with an opening, and

an intermittent fuel oil injector extending through the back wall of the cone, said cone being provided in itsside wall with air inlets, and

said side wall having an outwardly and forward-' niting in theback portion of the cone each jet ly projecting deflector portion at the rear sides of said inlets for directing air rearwardly toward the back wall of the cone, where-by to support continuous combustion around said injector forigniting in the back portion of the cone each jet I of oil discharged from said injector.

3. A continuous combustion chamber compris ing a casing provided near its rear end with an air inlet and at its front end with an outlet for a hot gases, a hollow ignition cone disposed at the rear end of said casing and having a back wall provided with a central opening, a tubular mem ber extending rearwardly from said opening and the rear end of said casing with its larger end facing forward and projecting only a short way acrosssaid inlet to deflect a small amount of the air stream back along the outside of the cone,

I the cones side wall being provided with openings vto admit saiddeflected air to the inside of the cone, and a fuel injector extending through the wall in the back portion of the cone for injecting fuel inside the cone.

6. A-continuous combustion chamber comprising a casing provided near its rear end with a lateral inlet through'whicha stream of air is adapted to, flow diametrically across the casing, the front end of the casing having an outlet for hot gases, a hollow ignition cone disposed at the rear end of said casing and having a substantiallycylindrical rear portion and a flaring front portion which projects a short way across said inlet to deflect a smalls mount of the air stream back along the outside of the cone, saidcone having aback w'all provided with an opening, and an intermittent fuel oil injector extending through said opening through the back wall' of the cone, said 'cone being provided'at the smaller end of its flaring portion with air inlets'formed to direct saiddeflected air into the cone and rearwardly Y toward its back wall, whereby, to support con tin'uous combustionaround said injector 'forigof 'oildischar'ged from said injector.

7. A continuous combustion chamber compris 1 9 ing a substantially cylindrical casingopen at its front end and provided with a lateral inletfor air under pressure; a hollowignition cone disposed at therear end of said casing with its larger en'dffacing' fonward and'projecting onLva short distance across said inlet to leavean unob'- 1 structed space in front ofthe cone extending entirely across the casing-from the air'inlet so" that air can flow from said air inlet diametrically, 4 across the casing to the opposite side thereof, means for delivering air to said inlet with such velocity that the air flowing in front of said cone flows in a stream diametrically across the casing to the opposite side thereof where it divides and flows back along the inner surface of the casing and forms a vortex on each side of said stream, a small amount of the air entering said inlet being deflected by the cone rearwardly along its outer surface, the side wall of the cone being provided with openings to admit said deflected air to the inside of the cone, and a fuel injector extending through the wall in the back portion of the cone for injecting fuel inside the cone.

8. A burner comprising a substantially cylindrical casing forming a combustion chamber having an open outlet end, fuel delivery means directed into the opposite end of said chamber and having an outlet therein, the side wall of said chamber being provided adjacent the outlet of said means with an inlet for air, a rearwardly tapered hollow cone surrounding the outlet of said fuel delivery means and projecting only part way across said air inlet to leave an open space in front of the cone so that air can flow from the air inlet straight across the casing to the opposite side thereof, and means for delivering air to said inlet with such velocity that it will flow in a stream across the front of said cone and diametricall across the casing to the oposite side thereof where it will divide and sweepjoack along said wall to form a vortex on each side of said stream, the side wall of the cone being provided with an opening to admit air into t e rear portion of the cone.

9. A continuous combustion chamber comprising a casing provided with a lateral air inlet through which a stream of air is adapted ,to flow across the casing, said casing having an outlet at its'front end for hot gases, a rearwardly projecting hollow cap detachably connected to the rear end of said casing for closing it, a hollow ignition cone disposed centrally within said cap and projecting forward into the rear end of said casing, means connecting the rear end of the cone to said cap, said cone having a side wall and a back wall, and an intermittent fuel oil injector nozzle extending through the back wall of the cone. said cone being provided in its side wall with air inlets formed to direct a small amount of air toward its back wall, whereby to support continuous combustion around said injector nozzle for igniting in the back portion of the cone each jet of oil discharged from said injector nozzle.

107 A continuous combustion chamber comprising a casing provided with a lateral air inle through which a stream of air is adapted to flow across the casing, said casing having an outlet at its front end for hot gases, a rearwardly projecting conical hollow cap detachably connected to the rear end of said casing for closing it, a hollow ignition cone disposed in said cap and projecting forward into the rear end ofsaid casing and a short distance across said air inlet, said cone havin a side wall and a back wall means connecting the center of said cap to the back wall of the cone for supporting it, lugs projecting laterally from the cone, means carried by said cap and encircling the cone in engagement with said lugs for centering the cone in said cap and casing, and an intermittent fuel oil injector extending through the back wall of the cone, said cone being provided in its side wall with air inlets formed to direct a small amount of air toward its back wall, whereby to support continuous combustion around said injector for igniting in the back portion of the cone each successive jet of oil discharged from said injector.

, 11. An ignition cone for use with a fuel injector, said cone having a substantially cylindrical rear portion and a flaring front portion of materially greater diameter than the cylindrical portion, said cylindrical portion having a back wall provided with an opening for the fuel injector, the cone being provided at the front of said cylindrical portion with inlets for air, and a forwardly flaring wall encircling said inlets and connected to said cylindrical portion behind them for directing said air rearwardl toward said back wall.

12. An ignition cone for use with a fuel'injector, said cone having a substantially cylindrical rear portion and a flaring front portion, the rear end of said flaring portion having a diameter as great as the front end of said cylindrical portion and being connected to it, said cylindrical portion having a back wall provided with an opening for the fuel injector, the front end of said cylindrical portion being provided witha plurality of circumferentially spaced air inlets, said flaring front portion of the cone being divided lengthwise at each of said inlets to form a plurality of segments, and a forwardly flaring wall encircling said inlets and connected to said cylindrical portion behind them for directing air through said inlets and rearwardly toward said back wall.

13. An elbow type burner comprising a substantially cylindrical casing forming a combustion chamber having'in its side wall an air inlet and having in one end an outlet disposed at substantially a right angle to said inlet, fuel delivery means mounted in said chamber behind said inlet and directed toward said outlet and a rearwardly tapered hollow cone surrounding said means and projecting part wa across said inlet, said chamber being empty between said cone and said outlet, whereby a stream of air entering said inlet can flow straight across said chamber in front of said cone and strike the opposite side of the chamber, and means for delivering said stream of air at a high enough velocity to cause the stream to strike said opposite side of the chamber and to divide and flow back along the chamber wall to form vortices on opposite sides of said entering stream, the side wall of the cone being provided with an opening to admit some of said air into the rear portion of the cone.

14. A continous combustion chamber comprising a substantially cylindrical casing open at its front end and provided near its rear end with a radial air inlet, a cap connected to the rear end of said casing for closing it, a hollow cone disposed in the rear end of said casing and having a substantially cylindrical rear portion and an open flaring front portion with its front end projecting only a short distance across said inlet, said flaring front portion being considerably larger than the cylindrical portion, said cone having a rear wall provided with an opening, a fuel nozzle extending through said opening into the cone, said cone being provided at the smaller end of its flaring portion with an outwardly and forwardly projecting guide wall surrounding the cone, the portion of said cone surrounded by said guide wall being provided with air inlets, and means for delivering high velocity air to said casing inlet, the flaring frontend of the cone being adapted to deflect a small amount of the air entering said casing inlet rearwardly between said flaring portion and said guide wall,

whereby said deflected air will be directed through said air inlets in the cone and toward its back wall to support continuous combustion around said nozzle.

MAB'IIN A. MAYERS.

REFERENCES CITED The following references are of record in the me of this patent:

Scheuermann July 19, 1927- Number 12 Name Date Ianser Oct. 20, 1931 Stadler May 10, 1932 Lysholm May 22, 1934 Carruthers May 7, 1935 Babcock June 25, 1935 F101: Oct. 8, 1935 Moulet May 12, 1936- Lundborg et al. Oct. 20, 1936' Saha Oct. 26, 1937 Hill 1 July 5, 193a Cannon Nov. 1, 1938 Clarkson .1 Jan. 10, 1939 Macrae Apr. 25, 1939 Ohlsscn .Oct. 24, 1939 Bargeboer' Nov. 25, 19.41

Hennig -.L. May 6, 1947. 

